Electric-railway system.



W. ROBINSON. ELECTRIC RAILWAYk SYSTEM. APPLIOATION FILED` APB.. 18,19.05.

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` vPatented 0015.20, 1908.

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Patented 0@t.2o,1908.

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WILLIAM ROBINSON, OF BROOKLYN, NEW YORK.

ELECTRIC-RAILWAY SYSTEM.

Specification of Letters Patent.

Patented Oct. 20, 1908.

Application led. April 18, 1905. Serial No. 256,322.

To all whom it may concern:

Be it known that I, WILLIAM ROBINSON, a citizen of the United States,and'resident of Brooklyn, in the county of Kings and State of New York,have invented a new and Improved-Electric-Railway System, of which thefollowing is a specification.

My invention has particular reference to electric railways in whichalternating currents are delivered to, and utilized by, electric motorcars or locomotives.

The nature of my invention will be understood from the description whichfollows, reference being had to the accompanying drawings which form apart of this specification, in which Figure 1 is a diagram illustratingthe main features of my invention, and Fig. 2 is a similar diagramshowing means for a more complete utilization of the alternatingcurrent.

1, 2, represent a railroad track, and 3 a third rail or workingconductor made in section 4, 5 and 6, separated or insulated from oneanother, as shown at 7, 8 and 9.

10 represents a high voltage alternating current generator, from whichproceed the leaders 11, 12, to which are step down transformers 13,14,15, and 4Gb located at suitable intervals, by the wires 47, 48,49,5o,5152, 47a and Lisa. In Fig. 1 each of said transformers has onesecondary, and in Fig. 2 each transformer has two secondaries, ashereinafter more fully described.

16 represents a direct current generator of comparatively low potential,and 17 a feeder proceeding therefrom, one terminal of said generatorbeing connected by the wire 18 to the return rail 2.

The service rail 1 of the track is divided into sections 19, 20, 21,insulated from one another, as shown at 22, 23, 24, 25. The feeder 17 isconnected to said respective sections of the service or track rail 1,preferably near one end of said sections, by the wires 26, 27, 28. Atthe opposite ends of said track sections, respectively, the relaymagnets 29, 30, 31, have their opposite terminals connectedrespectively, to said track sections 19, 20, 21, and to the opposite orreturn rail 2 of the track, by the wires 32, 33, 34, 35, 36, 37. It willbe seen then that said relays 29, 30, 31, are connected in multiple fromthe generator 16 to the track sections connected the 19, 20, 21, and intheir normal condition are 'magnetized by current from said generatorentering at one end of said respective track sections, passing over thelength of said sections, magnetizing said relay magnets, and returningby the opposite or return rail 2. The secondaries, 38, 39, 40, of saidtransformers respectively, have oneleg connected to said track sections19, 20, 21, by the wires 41, 42, 43, and the opposite legs,respectively, to the third rail or contact sections 4, 5, 6, by thewires 44, 45 and 46, through the switches 53, 54, 55.

56 represents a motor car, locomotive or train driven by an alternatingcurrent motor 57. The car 56 is provided with the controller 58 and thecurrent collecting shoe 59, which makes traveling contact with thesectional third rail 3.

VReferring now to Fig. 1: the magnets 60, receiving current from thegenerator 61, through the feed wires 62, 63, and the branch conductors68h, 98 76, 77, and 93, 94, control the switches 97 64, 65, which arearranged to open and close circuit in the legs 41, 42, 43, respectivelyof the secondaries 38, 39, 40 of the transformers 14, 15, as shown.

The switches 53, 75, are coupled together by the insulation 7 8; and inlike manner the switches 54 and 73; and the switches 55 and 72 and theswitches 75u and 75b are similarly coupled by the insulators 79 and 8Oand 80aL respectively. Thus each of the relay magnets 29, 30., 31,operates two switches opening .one and closing the other simultaneously.

It will be noted that the circuits of the switches 72, 73, 7 5, are keptnormally closed by the normally energized relays 29, 30, 31, and theswitches 65, 64 and 97 are kept normally closed by the normallyenergized mag- .nets 60 and 96.

The operation is as follows: When there is no car or train on thesection the relay, 29 for instance, is magnetized as its normalcondition, attracting its armature 53 and thus keeping the secondary 38on o en circuit at the contacts 82, and the switc 75 closed that is,there is no working or heavy current of any kind connected tothe workingor contact section 4 thus this contact section is dead. Now let themotor car 56 enter upon the section 5, for instance, with the controller58` on closed circuit; the wheels and aXles close circuit between therail section 2O and the return rail 2, thus short circuiting the currentfrom the magnet 30, and thus demagnetizing said magnet, which instantlyreleases its armature 54, thus closing circuit at the contacts 82 andconnecting the leg 45 of the secondary 39 to the contact section 5. Theclosing of circuit through the car controller 58 completes the circuitof the secondary 39 and thus furnishes Working current to the motor 57,thus driving the car 56.

It will be seen that as soon as the car 56 leaves the block 2O the shortcircuit is instantly removed from the magnet 30 the current returnsthereto it reattracts its armature 54, thus opening circuit at thecontact points 82 and disconnecting the leg 45 of the secondary 39 fromthe contact section 5, thus rendering said section dead. When the magnet30 releases its armature and closes circuit at 82, as described, thatmovement also reverses the switch 7 3, thus opening, at the contacts 83,the circuit of the magnet 60. The latter magnet then instantly releasesits armature 65, thus opening circuit at the contacts 84 in the leg 43of the secondary 40.

Assuming the car 'or train to be moving from left to right, it will beseen that by this arrangement when a train or car enters upon thesection 5, denergizing the relay 30, it thus instantly opens the circuitof the secondary 40, at the contacts 84, thus cutting off thepossibility of working current reaching a train on the section 21, thusinsuring a neutral or dead condition of the contact section 6. That is,a dead section is always kept between two trains running on the sametrack in the same direction 5 and even if a following train, by reasonof itsmomenturn, should enter upon said section 21 by coasting, it wouldnevertheless lose current the instant it entered upon said section,because of its supply circuit 40 being kept open at the contacts 84 bythe preceding train. Nevertheless, on entering said section 21 the trainwould actuate the circuit instrument C, thus cutting oil current fromthe section at its rear, controlled by the magnet 60a.

It is evident that by the means described, a car or train, whetherrunning or stopped, or blocked for any reason, will automaticallyprotect itself from a rear end collision, by derivinff a followin trainof workin current.

While the above describes the system especially as applied to doubletrack roads, it will be understood that trains can be run in theopposite direction, when necessary, on the track as described. Thus ifthe train or car 56 be run from right to left it will receive workingcurrent from the secondary 39 until the last truck has left the section20. At that instant the circuit instrument B is reversed thus closingcircuit through the magnet 6() and the legs 43 of the secondary 40, thuscontinuing current to the moving train. It will be noted that the firstpair of wheels entering upon the track section 21 actuates the circuitinstrument C, thus closing circuit in the leg 46 of the secondary 40.

It will be observed that the voltage of the current used in vitalizingthe track relays 29, 30, 81, is necessarily very low, the well knownvarying conditions of weather, leakage, &c., precluding the use of ahigh potential current in this situation. The gap formed by the relayarmature lever, therefore, when opened, is comparatively slight whereas,the gap formed in opening a working circuit carrying a propulsioncurrent of six hundred or more volts must be comparatively wide in orderto instantly break circuit completely and prevent the formation of adestructive arc when such a circuit is opened. For the above reason thetrack relay does not furnish the most reliable means for directlyopening the working circuit under full current, without danger ofinjuring the relay. I therefore introduce 'intermediate or additionalcircuits, as illustrated, especially at 38a, 39a, 40a, Fig. 2, carryingheavier currents than the low potential current actuating the relays A,B, C, but of much lower potential than that of the high potentialworking current. Said intermediate circuits are under direct control ofsaid relays, which 'operate to open and close said intermediate circuitsat 83. These intermediate circuits include the switch magnets 60, 87,which directly actuate and control the working circuits, as shown. Theseswitch magnets in said intermediate circuits are much more powerful thanthe track relays and of suflicientY strength to control the opening andclosing of the long ga formed in opening the working circuits. T ecurrent used for vitalizing said switch magnets 60, 87, however, is ofsufliciently low voltage to preclude danger or injury to persons or tothe contact points 83, in the intermediate circuits controlled by saidrelays. In this case the switches 55 and 72, for instance, shown in Fig.1 as mechanically connected, are shown in Fig. 2 as mechanicallyseparated, and the auxiliary magnet 87 is introduced to directly actuatethe switch 55 in the leg 46 of the working secondary 40. By thisarrangementa greater opening and more positive action in the workingcircuit at the contact points 86, are obtained than when the switch inthe working circuit is actuated directly by the low potential trackrelay. Where the alternating current is used for energizing the magnets,it will be understood that the magnets are to be adapted for the use ofthat kind of current. Resistances 92 are placed in the branch wires 26,27, 28, in order to prevent a train on one track section from shortcircuiting current Acarried by the feeder 17 from any other tracksection. The springs 95 are intended to retract the armature levers inthe usual way when the magnets controlling said levers are denergized.

This system is readily arranged in such a way that a train having takenpossession of a given section will not only cut 06f current from thesection to its rear but will automatically cause the motor circuit to beclosed on itself of any train entering upon said rear section throughmomentum or otherwise, thus converting said motors into electriclgenerators and thereby converting the momentum of the train intobraking energy, when said motors are suitably constructed and arrangedto be thus converted into generators. This result is accomplished bysimply making an electrical connection, by the wires 89, between theback stops 66 of the switches 97, 64 and 65 and the legs 44, 45 and 46,respectively, ofthe working secondaries or feeders 38, 39 and 40.

To illustrate the operation: Assume that the train 56 occupies thesection 20, as shown. Its presence has de'e'nergized the magnet 60controlling the switch 65, by opening its circuit at 83, thus releasingsaid switch, as already described. Thc switch 65, thus released hasclosed circuit upon its back stop 66, thus cutting oif the currentgenerator 40 and connecting electrically the disconnected section of theleg 43 and the leg 46 thereof. Now let a train, carried by its momentumor otherwise, with its controller closed enter upon the section 21.Instantly the relay 31 is demagnetized by the short circuiting wheelsand axles, as heretofore described, thus opening the circuit of themagnet 87, whereby the released switch instantly closes circuit betweenthe contacts at 86. That is, electrical connection is thus completedbetween the service rail section 21 and the contact section 6, outsideof the train. From this the circuit is continued through the motorsystem of the train by way of the collecting shoe, the controller, themotors, and the axle and wheels to the rail section 21, thus completingthe circuit through the motors, with the feeder cut off, and therebycausing the motor circuit of the train to be closed upon itself.

It will be understood that the higher the speed and the greater themomentum of the train the greater will be the braking power generated tostop it. This braking power gradually diminishes, as the speeddecreases, until the train comes to a complete standstill. As soon asthe car or train 56 clears the section 20, the magnet 60 is instantlyenergized, and, attracting the switch closes circuit at the contacts 84,thus opening the braking circuit and restoring propulsion current to theltrain arrested on the section 21, which may now proceed on its way.

It will be understood that the described stopping and starting of thefollowing train is done automatically by the mere presence of a train onthe section 20, and without any volition or action on the part of thedriver of said following train. It will be seen that by the meansdescribed rear-end collisions may be automatically prevented.

By opening the hand controlled switch 101L in the leg 43 of thesecondary 40, and connecting it to the button 90, which is connected bythe wire S8 to the other leg 46 of said secondary, the currentconnection is cut off from the section 21, and the braking circuitclosed through the motors of any train which may enter upon saidsection, in the same manner as already described in connection with theautomatic application of braking power to said train. The switch 101 maybe used as an emergency switch to stop a train approaching a station ora train after it has left a station. Said switch may be placed at anydesired or convenient point, at a station, for instance, or on a post bythe road side where track men or others having work to do on the systemmay operate said switch and thus cut off current from an approachingtrain and apply braking power to stop the same, as described. The handcontrolled switch 101 is placed in one of the legs of the secondaryfurnishing current to the sectional conductors, whereby the opening ofsaid switch will prevent the accession of working current to saidconductors. In Fig. 1, in the secondary 40, this switch is shown asplaced in the leg 43 connected to the traction rail section, while, inthe secondary 39 the switch is located in the leg 45 connected to, thethird rail section. The switch is equally effective in either location.

It will be understood that the current may be cut off from the contactconductor, and braking power applied to a car or train in contacttherewith, through its motors, in the manner substantially as describedherein, whether said car or train be operated by a direct or analternating current'.

Having thus described my invention, what I claim as new and desire tosecure by Letters Patent, is:

1. In an electric railway system embodying a sectional working orcontact conductor, a source of working current supply normallydisconnected from said working sections, a car or train, means actuatedthereby on entering upon a section or block, for connecting saidlcurrent supply thereto, means under control of said car or train forautomatically opening circuit in the feed connection furnishing workingcurrent to a different working section or block, a second electricallypropelled car or train, and means under con trol thereof, connected tosaid last named section or block, for causing said car or train, onentering thereupon, to close its own motor circuit upon itself.

2. In an electric railway system having sectional working or contactconductors, a source of working current su ply normally disconnectedfrom said wor ing sections,

means for automatically connecting said current supply to said sectionsand disconnecting the same therefrom, a car or train occupying one ofsaid sections or blocks, means under control thereof for automaticallypreventing the accession of working current to a working section orblock in the rear of the block occupied by said car or train, a secondor following, electrically propelled, car or train, and means undercontrol thereof, on entering upon said rear section or block, forcausing said train to close its own motor circuit upon itself.

3. In an electric railway system comprising a sectional working orcontact conductor, a high voltage alternating current generator, leaderstherefrom, transformers having their primaries connected thereto, thesecondaries thereof, respectively, having one terminal arranged forconnection to the working sections, but normally disconnected therefrom,and the opposite terminal normally connected to the return for theworking current, a car or train, means for connecting` said secondariesoperatively to said working sections upon the entrance of said car ortrain thereon, means under control of said car or train on one block foropening circuit in the secondary feeder arranged to supply current toanother block or section, a second car or train provided with motors,and means for causing said train, on entering` upon the last namedsection or block, to close circuit between the working and returnconductors thereof, thus closing its own motor circuit upon itself.

4. In an electric railway system, a sectional working or contactconductor, a source of working current supply normally disconnected fromsaid sections, a plurality of automatic switches for connecting saidcurrent supply operatively to said respective working sectionsand'disconnecting the same therefrom, one of said switches beingnormally open, a car or train operating to close the same on enteringupon the section or block with which said switch is connected, andanother of said switches normally closed, connected to the same sectionor block and arranged to be opened by said car or train on entering uponthe next section or block in advance, a second or following trainprovided with a motor circuit, means connected to said first namedsection or block for depriving said following train of working current,and means for causing said second train to close its own motor circuitupon itself on its entrance upon the block in the rear of said firstnamed section or block, and means connected to said rear section orblock for causing said second tra/in to automatically prevent theaccession of working current to the section or block in its own rear.

5. In an electric railway system having sectional working or contactconductors, a source of working current supply normally disconnectedfrom said sectional conductors, a car or train, means under controlthereof for automatically connecting the working current feeder to theworking sections in succession on the entering ofV said train upon saidsections, and disconnecting the same therefrom when the train leavessaid respective sections, means under control of said train on enteringupon one working section, for preventing the accession of workingcurrent to another working section, a second electric car or train, andmeans connected with the latter section or block for causing said secondtrain, on entering thereupon, to close direct circuit between theworking section of said block and its return, whereby said train will becaused to close its own motor circuit upon itself.

6, An electric railway system comprising a railroad track having onerail formed in sections insulated or separated from one another, meansfor furnishing current to said track sections, the opposite rail forminga return for said current, relay magnets having their oppositeterminals, respectively, connected to said rail sections and to saidreturn, a sectional working or contact conductor, a high voltagealternating current generator, leaders therefrom, step-down transformershaving their primaries connected thereto, the secondaries of saidtransformers being arranged to furnish working or propulsion current tothe sections of said sectional Contact conductor, additional circuitsunder control of said relays, switch magnets therein arranged to controlthe opening and closing of the circuits of said secondaries, thetraction rail sections forming the returns for said secondaries, a caror train, the presence thereof on a section or block operatin to openthe circuit of the secondary furnis ing working or propulsion current toa diHerent working or contact section or block, through the agency ofsaid additional circuit, thereby preventing the accession of propulsioncurrent to said last named Working section. 'l

7. An electric railway system comprising normally closed sectionaltraction rail circuits, current feeders connected to the opposite railsof said circuits, relay magnets having their opposite terminalsconnected to said opposite rails, a working or contact conductor formedin sections separated or insulated from one another, a working currentgenerator having one terminal normally disconnected electrically fromsaid contact sections and the other normally connected to a returnconsisting of a section of the traction rails corresponding to theworking sections, switches arranged to connect said working currentgenerator to said working or contact sections, magnets for controllingthe operation of said switches, and means for energizing said switchmagnets by means of an additional current stronger than that used forenergizing said relays, said relays controlling the admission of currentto said switch magnets.

8. An electric railwa system comprising normally closed sectionatraction rail circuits, current feeders connected to the opposite railsof said circuits, relay magnets having their opposite terminalsconnected to said oposite rails, a working or contact conductoriormed'in sections separated or insulated from one another, analternating current generator, leaders therefrom, step-downtransfor-mers having their primaries connected to said leaders, thesecondaries of said trans 'formers, respectively, having one terminalnormally connected to said respective traction rail sections, and theother normally disconnected electrically from said contact sections, butarranged for connection thereto, switches in the circuits of saidsecondaries, magnets for controlling the operation of said switches,means for energizing said switch magnets by means of a current strongerthan that used for energizing said relays, said re- 5 lays controllingthe admission of current to said switch magnets, and .said traction railsections forming returns for said secondary or Working current.

9. In an electric railway system comprising a sectional working orcontact conductor, a source of working current supply normallydisconnected from said sections, a plurality of independent automaticswitches for connecting said current supply operatively to saidrespective working sections, one of said switches being normally openand under control oi' a train or car on the section with Which it isconnected, and another switch normally closed and arranged for controlby a train or car on a different section, and means under control of acar or train on one section for electrically connecting an adjacentworking conductor section and its trac-4 tion rail return, whereby themotor circuit of a train entering upon said last named section may beclosed upon itself.

WILLIAM ROBINSON. Witnesses:

GEORGE H. HALE, EMELYN WILsoN.

